CN114439925B - Synchronizer-free AMT upshift control method - Google Patents
Synchronizer-free AMT upshift control method Download PDFInfo
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- CN114439925B CN114439925B CN202210144581.0A CN202210144581A CN114439925B CN 114439925 B CN114439925 B CN 114439925B CN 202210144581 A CN202210144581 A CN 202210144581A CN 114439925 B CN114439925 B CN 114439925B
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
- F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
- F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
- F16H2061/022—Calculation or estimation of optimal gear ratio, e.g. best ratio for economy drive or performance according driver preference, or to optimise exhaust emissions
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Abstract
The invention relates to the technical field of upshift of automatic transmissions, and discloses a synchronizer-free AMT upshift control method, which comprises the following steps: s1, reducing the torque of an engine to a torque reduction target value, and simultaneously separating a clutch; s2, the clutch is separated to a minimum torque transmission position, and the automatic transmission executes a gear-off action; s3, the torque of the engine is 0, and the intermediate shaft is reduced to be smaller than or equal to the target rotating speed at which the automatic transmission starts to enter gears; s4, the automatic transmission performs a gear shifting action, and the difference value between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value; s5, the clutch is connected to the minimum torque transmission position; s6, the engine rises and twists at the target rising and twisting rate, and the clutch performs engagement action at the target rising and twisting rate until the clutch reaches a complete engagement state. Compared with the prior art, the method for controlling the gear upshift without the synchronizer disclosed by the invention shortens the time consumed by the gear upshift.
Description
Technical Field
The invention relates to the technical field of upshift of automatic transmissions, in particular to an AMT upshift control method without a synchronizer.
Background
The sliding tooth sleeve gear shifting mode is widely applied to an automatic transmission, and at present, an upshift control method of the automatic transmission matched with the sliding tooth sleeve comprises the following steps: after the three actions are completed, the intermediate shaft is braked to enable the input shaft of the automatic transmission to quickly reduce speed, so that a proper shift speed difference is provided for shifting of the sliding gear sleeve, and after the sliding gear sleeve is shifted successfully, if the engine speed and the input shaft speed of the automatic transmission differ greatly, the engine is required to wait for reducing the speed until the difference between the engine speed and the input shaft speed of the automatic transmission is equal to or lower than a certain value, the clutch engagement and the engine torque-up action can be carried out, and the gear-up duration is longer due to the fact that shift time sequence is serial in the gear-up process.
Disclosure of Invention
Based on the above, the present invention aims to provide a synchronizer-free AMT upshift control method, which shortens the time period consumed for upshift compared with the prior art.
In order to achieve the above purpose, the invention adopts the following technical scheme:
a synchronizer-free AMT upshift control method comprises the following steps:
s1, reducing the torque of an engine to a torque reduction target value, and simultaneously separating a clutch, wherein the torque reduction target value is determined according to the water temperature of the engine, the rotating speed of the engine, the current gear of an automatic transmission, the road gradient, the mass of a vehicle and the running resistance of the vehicle;
s2, the clutch is separated to a minimum torque transmission-free position, and the automatic transmission executes a gear-off action;
s3, the torque of the engine is 0, the intermediate shaft is reduced to be smaller than or equal to a target rotating speed at which the automatic transmission starts to enter gears, and the target rotating speed is determined according to the target gears and the oil temperature of the automatic transmission;
s4, the automatic transmission executes a gear-moving action, and the difference between the rotating speed of the engine and the rotating speed of an input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s5, the clutch is engaged to the minimum torque transmission position;
s6, the engine is subjected to torque up at a target torque up rate, meanwhile, the clutch is subjected to engagement action at the target torque up rate until the clutch reaches a complete engagement state, and the target torque up rate is determined according to the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle.
As a preferable scheme of the synchronizer-free AMT upshift control method, S1 includes:
s11, determining a torque reduction rate according to the torque of the engine at the starting moment of gear up, the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle, and determining the torque reduction target value;
s12, the engine performs torque reduction at the torque reduction rate, and the clutch performs separation action at the torque reduction rate;
s13, judging whether the torque of the engine is equal to or lower than the torque reduction target value, if yes, executing S14; if not, returning to S11;
and S14, the engine is operated at the torque reduction target value.
As a preferable scheme of the synchronizer-free AMT upshift control method, S2 includes:
s21, stopping moving after the clutch is separated to the minimum torque transmission-free position;
s22, the automatic transmission performs a gear shifting action;
s23, judging whether the clutch is separated to the minimum torque transmission position, if so, executing S24; if not, executing S25;
s24, running the engine with the torque of 0;
s25, judging whether the automatic transmission is shifted to the right position, if so, executing S3; if not, the process returns to S21.
As a preferable scheme of the synchronizer-free AMT upshift control method, S3 includes:
s31, running the engine with the torque of 0;
s32, braking the intermediate shaft to reduce speed;
s33, judging whether the rotating speed of the intermediate shaft is smaller than or equal to the target rotating speed for starting gear shifting of the automatic transmission, if yes, executing S34, and if not, returning to S32;
s34, stopping the speed reduction of the intermediate shaft.
As a preferable scheme of the synchronizer-free AMT upshift control method, S4 includes:
s41, executing a gear shifting action by the automatic transmission;
s42, judging whether the automatic transmission is in gear, if so, executing S47; if not, executing S43, wherein the automatic transmission gear-in-place comprises the gear-in position exceeding and reaching a target position;
s43, judging whether the automatic transmission stops shifting in, if so, executing S44; if not, returning to S41;
s44, the clutch moves to a supplementing demand engagement position, the supplementing demand engagement position is determined according to the supplementing demand clutch transmission torque of the automatic transmission and the torque transmission characteristics of the clutch, and the supplementing demand clutch transmission torque is determined according to the oil temperature of the automatic transmission and the target gear of the automatic transmission;
s45, the clutch is kept still, and the automatic transmission performs a gear-shifting action;
s46, if the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, executing S5, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
and S47, keeping the clutch stationary, wherein the torque of the engine is 0, the automatic transmission stops to enter gears, and if the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, executing S5.
As a preferred embodiment of the synchronizer-free AMT upshift control method, S44 includes:
s441, determining the transmission torque of the complementary coupling demand clutch according to the oil temperature of the automatic transmission and the target gear of the automatic transmission;
s442, determining the engagement position of the auxiliary hanging requirement according to the transmission torque of the auxiliary hanging requirement clutch of the automatic transmission and the torque transmission characteristic of the clutch;
s443, the clutch executes an engagement action;
s444, judging whether the clutch moves to the engagement position of the supplementing hanging requirement, if so, executing S45; if not, return to S441.
As a preferred embodiment of the synchronizer-free AMT upshift control method, S45 includes:
s451, the clutch stops engaging and remains stationary;
s452, the automatic transmission executes a gear shifting action;
s453, judging whether the automatic transmission is in gear, if yes, executing S46; if not, the process returns to S451.
As a preferred embodiment of the synchronizer-free AMT upshift control method, S46 includes:
s461 determining the rotational speed difference set value of the clutch according to a current gear of the automatic transmission, the road gradient, a mass of the vehicle, and a running resistance of the vehicle;
s462, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than the rotating speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission free position and returns to S461.
As a preferred embodiment of the synchronizer-free AMT upshift control method, S47 includes:
s471, the clutch is kept static, the torque of the engine is 0 to operate, and the automatic transmission stops to enter gears;
s472, determining the rotation speed difference set value according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s473, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than the rotating speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission position and returns to S471.
As a preferable scheme of the synchronizer-free AMT upshift control method, S5 includes:
s51, determining a torque set value when the engine starts to rise torsion according to the water temperature of the engine and the rotating speed of the engine;
s52, the engine is operated at the torque set value;
s53, the clutch is engaged to the minimum torque transmission position;
s54, judging whether the clutch moves to the minimum torque transmission position, if so, executing S6; if not, the process returns to S51.
As a preferable scheme of the synchronizer-free AMT upshift control method, S6 includes:
s61, determining the target torque up rate according to the current gear, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle of the automatic transmission;
s62, the engine is in torque up at the target torque up rate, and meanwhile the clutch is in engagement at the target torque up rate;
s63, judging whether the clutch reaches a fully engaged state, if so, ending the upshift; if not, return to S61.
The beneficial effects of the invention are as follows: according to the synchronizer-free AMT upshift control method disclosed by the invention, as the torque reduction of the engine and the separation of the clutch are simultaneously carried out, and the torque up of the engine and the engagement of the clutch are simultaneously carried out, the time spent in upshift is shortened, and the torque of the engine is reduced to the torque reduction target value during torque reduction, so that the separation action of the clutch and the gear removal action of the automatic transmission can be realized more smoothly and more quickly, and after gear entering, the engagement of the clutch is facilitated and the time spent in upshift is further shortened by controlling the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following description will briefly explain the drawings needed in the description of the embodiments of the present invention, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and other drawings may be obtained according to the contents of the embodiments of the present invention and these drawings without inventive effort for those skilled in the art.
FIG. 1 is a first flow chart of a synchronizer-free AMT upshift control method according to an embodiment of the present invention;
fig. 2 is a second flowchart of an AMT upshift control method without synchronizer according to an embodiment of the invention.
Detailed Description
In order to make the technical problems solved by the present invention, the technical solutions adopted and the technical effects achieved more clear, the technical solutions of the embodiments of the present invention will be described in further detail below with reference to the accompanying drawings, and it is obvious that the described embodiments are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to fall within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. Wherein the terms "first position" and "second position" are two different positions.
In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be either fixed or removable, for example; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art.
The present embodiment provides a synchronizer-free AMT upshift control method, as shown in fig. 1, including:
s1, reducing the torque of an engine to a torque reduction target value, and simultaneously separating a clutch, wherein the torque reduction target value is determined according to the water temperature of the engine, the rotating speed of the engine, the current gear of an automatic transmission, the road gradient, the mass of a vehicle and the running resistance of the vehicle;
s2, the clutch is separated to a minimum torque transmission position, and the automatic transmission executes a gear-off action;
s3, the torque of the engine is 0, the intermediate shaft is reduced to be smaller than or equal to the target rotating speed at which the automatic transmission starts to enter gears, and the target rotating speed is determined according to the target gear and the oil temperature of the automatic transmission;
s4, the automatic transmission performs a traveling gear action, and the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s5, the clutch is connected to the minimum torque transmission position;
s6, the engine is subjected to torque up at a target torque up rate, and the clutch is subjected to engagement action at the target torque up rate until the clutch reaches a fully engaged state, wherein the target torque up rate is determined according to the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle.
The target rotational speed is not only related to the target rotational speed, but also related to the oil temperature in the automatic transmission, and the target rotational speed is calibrated specifically according to an experiment.
According to the synchronizer-free AMT upshift control method, the engine torque reduction and clutch separation are simultaneously carried out, and the engine torque up and clutch engagement are simultaneously carried out, so that the time spent in upshift is shortened, the torque of the engine is reduced to the torque reduction target value during torque reduction, the separation action of the clutch and the gear removal action of the automatic transmission can be realized more smoothly and quickly, and after gear entering, the clutch engagement is facilitated by controlling the difference between the rotation speed of the engine and the rotation speed of the input shaft of the automatic transmission, and the time spent in upshift is further shortened.
Specifically, S1 of the synchronizer-free AMT upshift control method of the present embodiment includes:
s11, determining a torque reduction rate according to the torque of the engine at the starting moment of gear up, the current gear of the automatic transmission, the opening degree of an accelerator, the road gradient, the mass of the vehicle and the running resistance of the vehicle, and determining a torque reduction target value;
s12, the engine reduces the torque at a torque reduction rate, and the clutch performs a separation action at the torque reduction rate;
s13, judging whether the torque of the engine is equal to or lower than a torque reduction target value, if so, executing S14; if not, returning to S11;
s14, the engine is operated at a torque reduction target value.
Wherein S11 includes:
s111, determining a torque reduction rate according to the torque of the engine at the starting moment of upshift, the current gear of the automatic transmission, the opening degree of an accelerator, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s112, determining a torque reduction target value according to the water temperature of the engine, the rotating speed of the engine, the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
the torque reducing speed of the engine is suitable by controlling the torque reducing speed of the engine when the torque is reduced, and the speed of the engine when the torque is reduced is suitable for the actual running condition of the vehicle due to the fact that the torque reducing speed is related to the torque of the engine at the starting moment of gear up, the current gear of the automatic transmission, the opening degree of an accelerator, the road gradient, the mass of the vehicle and the running resistance of the vehicle, and the running stability of the vehicle when the gear is up is improved.
The S2 of the synchronizer-free AMT upshift control method of the present embodiment includes:
s21, stopping movement after the clutch is separated to the minimum torque transmission-free position;
s22, the automatic transmission performs a gear shifting action;
s23, judging whether the clutch is separated to a minimum torque transmission position, if so, executing S24; if not, executing S25;
s24, running the engine with the torque of 0;
s25, judging whether the automatic transmission is shifted into position, if so, executing S3; if not, the process returns to S21.
In S21, the clutch is quickly separated to the minimum torque transmission position, so that the clutch separation time is shortened, and the gear-off action of the automatic transmission is performed after the clutch is separated to the minimum torque transmission position and stops moving, so that the clutch can quickly complete the gear-off action.
In order to ensure that the automatic transmission can perform a gear-shifting action, the intermediate shaft first needs to reduce its own rotational speed to a target rotational speed, thereby increasing the probability of success of the gear-shifting. Specifically, S3 of the synchronizer-free AMT upshift control method includes:
s31, running the engine with the torque of 0;
s32, braking the intermediate shaft to reduce the speed;
s33, judging whether the rotating speed of the intermediate shaft is smaller than or equal to the target rotating speed for starting gear shifting of the automatic transmission, if yes, executing S34, and if not, returning to S32;
s34, stopping the speed reduction of the intermediate shaft.
The S4 of the synchronizer-free AMT upshift control method of the present embodiment includes:
s41, executing a gear shifting action by the automatic transmission;
s42, judging whether the automatic transmission is in gear, if yes, executing S47; if not, S43 is executed, wherein the automatic transmission gear-in-place comprises the gear-in position exceeding and reaching the target position;
s43, judging whether the automatic transmission stops shifting in, if so, executing S44; if not, returning to S41;
s44, the clutch moves to a complementary-engagement-demand position, the complementary-engagement-demand position is determined according to the complementary-engagement-demand clutch transmission torque of the automatic transmission and the torque transmission characteristic of the clutch, and the complementary-engagement-demand clutch transmission torque is determined according to the oil temperature of the automatic transmission and the target gear of the automatic transmission;
s45, the clutch is kept still, and the automatic transmission executes a gear-moving action;
s46, if the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, executing S5, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s47, the clutch is kept stationary, the torque of the engine is 0 to operate, the automatic transmission stops entering gears, and if the difference between the rotation speed of the engine and the rotation speed of the input shaft of the automatic transmission is equal to or lower than a rotation speed difference set value, S5 is executed.
S47 specifically includes:
s471, the clutch is kept still, the torque of the engine is 0 to operate, and the automatic transmission stops entering gears;
s472, determining a rotating speed difference set value according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s473, judging whether the difference between the rotation speed of the engine and the rotation speed of the input shaft of the automatic transmission is equal to or lower than a rotation speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission position and S471 is returned.
In the gear shifting process of the automatic transmission, the situation that the gear shifting is not in place possibly exists, if the gear shifting is not in place, the clutch needs to be re-engaged to move to the engagement position of the complementary engagement requirement, and then the automatic transmission performs the gear shifting action again, so that the complementary engagement action of the automatic transmission is realized, the phenomenon that the sliding teeth sleeve enter the tooth top teeth is avoided, the problem that the gear shifting time length is increased due to the tooth top teeth is prevented, the time length consumed by gear shifting is further shortened, and the automatic transmission is ensured to be capable of quickly upshifting to the target gear.
To ensure that the clutch can be engaged to move to the make-up demand engagement position, S44 includes:
s441, determining a transmission torque of the clutch required for supplementing and hanging according to the oil temperature of the automatic transmission and a target gear of the automatic transmission;
s442, determining a complementary hanging requirement connection position according to the transmission torque of the clutch and the torque transmission characteristic of the clutch required by the complementary hanging of the automatic transmission;
s443, the clutch executes the engagement action;
s444, judging whether the clutch moves to the engagement position of the supplementing hanging requirement, if so, executing S45; if not, return to S441.
That is, the engagement position of the clutch required for the complementary engagement is related to the oil temperature of the automatic transmission, the target gear and the torque transmission characteristic of the clutch, wherein the transmission torque of the clutch required for the complementary engagement can be calibrated according to the oil temperature of the automatic transmission and the target gear, the corresponding database can be established by performing an experiment, the engagement position of the clutch required for the complementary engagement can be determined according to the database and the torque transmission characteristic of the clutch, and the engagement position of the clutch required for the complementary engagement can be calibrated by performing an experiment, so that the corresponding database can be established.
When the automatic transmission is shifted into gear again in S45, it includes:
s451, the clutch stops engaging and remains stationary;
s452, the automatic transmission executes a gear shifting action;
s453, judging whether the automatic transmission is in gear, if yes, executing S46; if not, the process returns to S451.
That is, as long as the clutch moves to the make-up demand engagement position and remains stationary, the automatic transmission may perform a forward shift cycling action until the automatic transmission is shifted into the target gear to ensure that the automatic transmission has completed the forward shift action.
In order to ensure that the clutch can be smoothly engaged to the minimum torque transmission-free position, it is necessary to ensure that the difference between the rotational speed of the engine and the rotational speed of the input shaft of the automatic transmission is equal to or lower than the rotational speed difference set value, and the above S46 includes:
s461, determining a rotational speed difference set value of the clutch according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s462, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission-free position and returns to S461.
Wherein S462 includes:
s4621, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, if yes, executing S5; if not, then S4622 is performed;
s4622, the clutch is separated to the minimum torque transmission position and the process returns to S461.
To enable engagement of the clutch to the minimum torque transfer free position, S5 includes:
s51, determining a torque set value when the engine starts to rise torsion according to the water temperature of the engine and the rotating speed of the engine;
s52, the engine is operated with a torque set value;
s53, the clutch is engaged to the minimum torque transmission position;
s54, judging whether the clutch moves to the minimum torque transmission-free position, if so, executing S6; if not, the process returns to S51.
In order to ensure that the clutch can be smoothly torque up to the fully engaged state, S6 includes:
s61, determining a target torque up rate according to the current gear, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle of the automatic transmission;
s62, the engine is subjected to torque up at a target torque up rate, and the clutch is subjected to engagement action at the target torque up rate;
s63, judging whether the clutch reaches a fully engaged state, if so, ending the upshift; if not, return to S61.
When the torque is increased, the clutch is combined to the minimum torque transmission-free position, and then the clutch is combined to the complete combination state, so that the torque increasing process of the clutch can be stably and rapidly realized, the smoothness performance of the vehicle during the gear increase is improved, and the time consumed by the gear increase is shortened. Specifically, by controlling the target torque up rate when the engine is turned up, the torque up rate of the engine is suitable, and the target torque up rate is related to the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle, so that the torque up rate of the engine is suitable for the actual running condition of the vehicle, and the running stability of the vehicle during the gear up is improved.
Specifically, as shown in fig. 2, the synchronizer-free AMT upshift control method of the present embodiment includes:
s111, determining a torque reduction rate according to the torque of the engine at the starting moment of upshift, the current gear of the automatic transmission, the opening degree of an accelerator, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s112, determining a torque reduction target value according to the water temperature of the engine, the rotating speed of the engine, the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s12, the engine reduces the torque at a torque reduction rate, and the clutch performs a separation action at the torque reduction rate;
s13, judging whether the torque of the engine is equal to or lower than a torque reduction target value, if so, executing S14; if not, returning to S111;
s14, the engine is operated at a torque reduction target value;
s21, stopping movement after the clutch is separated to the minimum torque transmission-free position;
s22, the automatic transmission performs a gear shifting action;
s23, judging whether the clutch is separated to a minimum torque transmission position, if so, executing S24; if not, executing S25;
s24, running the engine with the torque of 0;
s25, judging whether the automatic transmission is shifted into position, if so, executing S31; if not, returning to S21;
s31, running the engine with the torque of 0;
s32, braking the intermediate shaft to reduce the speed;
s33, judging whether the rotating speed of the intermediate shaft is smaller than or equal to the target rotating speed for starting gear shifting of the automatic transmission, if yes, executing S34, and if not, returning to S32;
s34, stopping the speed reduction of the intermediate shaft;
s41, executing a gear shifting action by the automatic transmission;
s42, judging whether the automatic transmission is in gear, if yes, executing S47; if not, executing S43;
s43, judging whether the automatic transmission stops shifting in, if so, executing S44; if not, returning to S41;
s441, determining a transmission torque of the clutch required for supplementing and hanging according to the oil temperature of the automatic transmission and a target gear of the automatic transmission;
s442, determining a complementary hanging requirement connection position according to the transmission torque of the clutch and the torque transmission characteristic of the clutch required by the complementary hanging of the automatic transmission;
s443, the clutch executes the engagement action;
s444, judging whether the clutch moves to the engagement position of the supplementing hanging requirement, if so, executing S451; if not, returning to S441;
s451, the clutch stops engaging and remains stationary;
s452, the automatic transmission executes a gear shifting action;
s453, judging whether the automatic transmission is in gear, if yes, executing S461; if not, returning to S451;
s461, determining a rotational speed difference set value of the clutch according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s4621, judging whether the difference between the rotation speed of the engine and the rotation speed of the input shaft of the automatic transmission is equal to or lower than a rotation speed difference set value, if yes, executing S51; if not, then S4622 is performed;
s4622, the clutch is separated to the minimum torque transmission position and returns to S461;
s471, the clutch is kept still, the torque of the engine is 0 to operate, and the automatic transmission stops entering gears;
s472, determining a rotating speed difference set value according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s473, judging whether the difference between the rotation speed of the engine and the rotation speed of the input shaft of the automatic transmission is equal to or lower than a rotation speed difference set value, if yes, executing S51; if not, the clutch is separated to the minimum torque transmission position and returns to S471;
s51, determining a torque set value when the engine starts to rise torsion according to the water temperature of the engine and the rotating speed of the engine;
s52, the engine is operated with a torque set value;
s53, the clutch is engaged to the minimum torque transmission position;
s54, judging whether the clutch moves to the minimum torque transmission position, if so, executing S61; if not, returning to S51;
s61, determining a target torque up rate according to the current gear, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle of the automatic transmission;
s62, the engine is subjected to torque up at a target torque up rate, and the clutch is subjected to engagement action at the target torque up rate;
s63, judging whether the clutch reaches a fully engaged state, if so, ending the upshift; if not, return to S61.
Note that the above is only a preferred embodiment of the present invention and the technical principle applied. It will be understood by those skilled in the art that the present invention is not limited to the particular embodiments described herein, but is capable of various obvious changes, rearrangements and substitutions as will now become apparent to those skilled in the art without departing from the scope of the invention. Therefore, while the invention has been described in connection with the above embodiments, the invention is not limited to the embodiments, but may be embodied in many other equivalent forms without departing from the spirit or scope of the invention, which is set forth in the following claims.
Claims (10)
1. The method for controlling the up-shift of the synchronizer-free AMT is characterized by comprising the following steps of:
s1, reducing the torque of an engine to a torque reduction target value, and simultaneously separating a clutch, wherein the torque reduction target value is determined according to the water temperature of the engine, the rotating speed of the engine, the current gear of an automatic transmission, the road gradient, the mass of a vehicle and the running resistance of the vehicle;
s2, the clutch is separated to a minimum torque transmission-free position, and the automatic transmission executes a gear-off action;
s3, the torque of the engine is 0, the intermediate shaft is reduced to be smaller than or equal to a target rotating speed at which the automatic transmission starts to enter gears, and the target rotating speed is determined according to the target gears and the oil temperature of the automatic transmission;
s4, the automatic transmission executes a gear-moving action, and the difference between the rotating speed of the engine and the rotating speed of an input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s5, the clutch is engaged to the minimum torque transmission position;
s6, the engine is subjected to torque up at a target torque up rate, and meanwhile the clutch is subjected to engagement action at the target torque up rate until the clutch reaches a complete engagement state, wherein the target torque up rate is determined according to the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s4 further comprises:
s41, executing a gear shifting action by the automatic transmission;
s42, judging whether the automatic transmission is in gear, if so, executing S47; if not, executing S43, wherein the automatic transmission gear-in-place comprises the gear-in position exceeding and reaching a target position;
s43, judging whether the automatic transmission stops shifting in, if so, executing S44; if not, returning to S41;
s44, the clutch moves to a supplementing demand engagement position, the supplementing demand engagement position is determined according to the supplementing demand clutch transmission torque of the automatic transmission and the torque transmission characteristics of the clutch, and the supplementing demand clutch transmission torque is determined according to the oil temperature of the automatic transmission and the target gear of the automatic transmission;
s45, the clutch is kept still, and the automatic transmission performs a gear-shifting action;
s46, if the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value, executing S5, wherein the rotating speed difference set value is determined according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
and S47, keeping the clutch stationary, running the engine with torque of 0, stopping the automatic transmission from entering a gear, and executing S5 if the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than a rotating speed difference set value.
2. The synchronizer-free AMT upshift control method according to claim 1, wherein S1 comprises:
s11, determining a torque reduction rate according to the torque of the engine at the starting moment of gear up, the current gear of the automatic transmission, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle, and determining the torque reduction target value;
s12, the engine performs torque reduction at the torque reduction rate, and the clutch performs separation action at the torque reduction rate;
s13, judging whether the torque of the engine is equal to or lower than the torque reduction target value, if yes, executing S14; if not, returning to S11;
and S14, the engine is operated at the torque reduction target value.
3. The synchronizer-free AMT upshift control method according to claim 2, wherein S2 comprises:
s21, stopping moving after the clutch is separated to the minimum torque transmission-free position;
s22, the automatic transmission performs a gear shifting action;
s23, judging whether the clutch is separated to the minimum torque transmission position, if so, executing S24; if not, executing S25;
s24, running the engine with the torque of 0;
s25, judging whether the automatic transmission is shifted to the right position, if so, executing S3; if not, the process returns to S21.
4. The synchronizer-free AMT upshift control method according to claim 1, wherein S3 comprises:
s31, running the engine with the torque of 0;
s32, braking the intermediate shaft to reduce speed;
s33, judging whether the rotating speed of the intermediate shaft is smaller than or equal to the target rotating speed for starting gear shifting of the automatic transmission, if yes, executing S34, and if not, returning to S32;
s34, stopping the speed reduction of the intermediate shaft.
5. The synchronizer-free AMT upshift control method according to claim 1, wherein S44 comprises:
s441, determining the transmission torque of the complementary coupling demand clutch according to the oil temperature of the automatic transmission and the target gear of the automatic transmission;
s442, determining the engagement position of the auxiliary hanging requirement according to the transmission torque of the auxiliary hanging requirement clutch of the automatic transmission and the torque transmission characteristic of the clutch;
s443, the clutch executes an engagement action;
s444, judging whether the clutch moves to the engagement position of the supplementing hanging requirement, if so, executing S45; if not, return to S441.
6. The synchronizer-free AMT upshift control method according to claim 1, wherein S45 comprises:
s451, the clutch stops engaging and remains stationary;
s452, the automatic transmission executes a gear shifting action;
s453, judging whether the automatic transmission is in gear, if yes, executing S46; if not, the process returns to S451.
7. The synchronizer-free AMT upshift control method according to claim 1, wherein S46 comprises:
s461 determining the rotational speed difference set value of the clutch according to a current gear of the automatic transmission, the road gradient, a mass of the vehicle, and a running resistance of the vehicle;
s462, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than the rotating speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission free position and returns to S461.
8. The synchronizer-free AMT upshift control method according to claim 1, wherein S47 comprises:
s471, the clutch is kept static, the torque of the engine is 0 to operate, and the automatic transmission stops to enter gears;
s472, determining the rotation speed difference set value according to the current gear of the automatic transmission, the road gradient, the mass of the vehicle and the running resistance of the vehicle;
s473, judging whether the difference between the rotating speed of the engine and the rotating speed of the input shaft of the automatic transmission is equal to or lower than the rotating speed difference set value, if yes, executing S5; if not, the clutch is disengaged to the minimum torque transmission position and returns to S471.
9. The synchronizer-free AMT upshift control method according to claim 1, wherein S5 comprises:
s51, determining a torque set value when the engine starts to rise torsion according to the water temperature of the engine and the rotating speed of the engine;
s52, the engine is operated at the torque set value;
s53, the clutch is engaged to the minimum torque transmission position;
s54, judging whether the clutch moves to the minimum torque transmission position, if so, executing S6; if not, the process returns to S51.
10. The synchronizer-free AMT upshift control method according to claim 1, wherein S6 comprises:
s61, determining the target torque up rate according to the current gear, the accelerator opening, the road gradient, the mass of the vehicle and the running resistance of the vehicle of the automatic transmission;
s62, the engine is in torque up at the target torque up rate, and meanwhile the clutch is in engagement at the target torque up rate;
s63, judging whether the clutch reaches a fully engaged state, if so, ending the upshift; if not, return to S61.
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| US5046175A (en) * | 1990-01-11 | 1991-09-03 | General Motors Corporation | Method of detecting clutch tie-up during transmission shifting |
| CN106438779B (en) * | 2016-09-22 | 2019-01-15 | 中国第一汽车股份有限公司 | Commercial vehicle is without synchronizer speed variator intermediate shaft brake self-adaptation control method |
| CN110566355A (en) * | 2019-09-04 | 2019-12-13 | 一汽解放汽车有限公司 | model-based engine speed control method for AMT gear shifting |
| CN111043300A (en) * | 2020-01-14 | 2020-04-21 | 中国重汽集团济南动力有限公司 | Gear shifting control method for AMT sliding sleeve of commercial vehicle |
| CN112360971B (en) * | 2020-11-25 | 2022-04-01 | 一汽解放汽车有限公司 | Gear shifting control method based on gear shifting action overlapping |
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